Automatic release valve



Dec. 13, 1932. J. N. woon 1,891,034

AUTOMATIC RELEASE VALVE Filed June 21, 192e INVENTOR.

A TTORNE Y.

lilatenteol Dec., i3, l

JESSE N. WOOD, 0F VENICE, ILLNOIS, ASSIGNOR OF FORTY-NINJE PER CENT TOGEORGE H. WHICHEB, OF VENICE, LLINGIS, AND CHARLES WPEABKE, OF GRANITECITY,

ILLINOIS au'roraa'rrc nnnnasn vanvn Application led f'l'une 21, 1929.Serial No. 372,595.

'lhis invention relates to the automatic bleeding of the auxiliaryreservoirso't automatic air brake systems. As is well known in the art,the automatic system is distinguished from the straight air brake systemin that the brakes of the former are ap lied by a reduction in thepressure in the bra e-pipe, also known as the train line, and arereleased by an increase in the brake-pipe pressure, a valve, termed thetriple valve, functioning under the increase in brake-pipe pressure tocharge a container, technically known as the auxiliary reservoir, untilthe pressure of the latter is equal to that oi the brake-pipe. When thebrake-pipe pressure is reduced, the triple valve operates automaticallyto permit air to owlfrom the auxiliary reservoir to the brake cylinderuntil the pressure in the auxiliary reservoir equals that of thebrakepipe. When the brake-pipe pressure is increased, the triple valveoperates automatically to permit the brake cylinder to exhaust totheatmosphere. Manifestly, an accidental break in the brake-pipe, or anintentional disconnection, will cause the brakes to be ap liedautomatically, hence the designation or the system as the automatic airbrakesystem. However, when the braking apparatus o' a car is'ound to bedetective and must be disconnected from the brake-pipe, or when vcertaincars are cut o from the locomotive, as becomes necessary duringswitching, or when the locomotive is detached 'from the entire train olcars, the automatic setting oi the brakes of the detachedl cars wouldmalte it impossible to move them while they are de-V tached. 'lo obviatethis diiiculty, the auxiliary reservoirs, prior to the presentinvention, were provided with manually operated release valves, whichwere opened to vexhaust the auxiliary reservoir, and thereby 'the hrakecylinder, to the atmosphere. lt requires about two minutes to exhaustthe auxiliary reservoir, and the hrakeman or switchrnan must be at handto hold the valve open against the urge of the closing spring until theexhaust is completed. The two minutes "ait at each car impedes theprogress o switching or disconnecting a train, especially where thetrain is ot great lengtl Accordingly, an object of the invention is theprovision of a release valve for the auxiliary reservoir which may beopened by hand, but will be closedautomatically when the brake-pipe isrecharged, thereby eliminating the two-minute wait.

Another object of the invention is the provision of means whereby theengineer may, if he desires, open the releasevalves of all the cars of atrain automatically when detaching his locomotive, thereby makin itunnecessary to open each valve individua l @ther objects, advantages,and deslrable features of the invention will appear in the course of thefollowing description oan il'- lustrative embodiment of the spirit ofthe invent-ion.

ln the accompanying drawing forming part of this specification, in whichlike numbers of reference denote like parts wherever they occur,

Figure l is a schematic diagram ont the inn vention; and

Fgure 2 is a sectional view oi:3 the release valve and adjacent parts,taken on the line 2 2 in Figure l.

Briey described, the illustrative embooli ment or the inventioncomprises a release valve for the auxiliary reservoir, an air drivenmotor means lor operating the release valve, a connection 'from thetrain line or brake-pipe to the motor means lor operating. the latter toclose the release valve,n1eans `lor entrapping and storing air from' thebrakepipe when the pressure in the latter exceeds the normal servicepressure, and means for automatically releasing the stored air andconveying it to the motor means lor operating the latter to open therelease valve when the brake-pipe is discharged.

The motor means preferably comprises a motor tor closing the releasevalve, and ano other motor tor opening it The vvalve close ing motorcomprises a cylinder l, having a piston 2 at one end, andthe valveopening motor comprises cylinder having a piston el, the pistons 2 4-he'ing rigidly secured to a common piston rod 5. lre'lerably, but notnecessarily, 'the release valve is located in one of the'cylinders, andpreferably in the lll@ cylinder 1, for reasons which will hereinafterappear. To this end, the internal diameter of the intermediate portion 6of the cylinder 1 is less than the internal diameters of the endportions 7 and 8, and a channel 9 having a 'flat bottom 10 is formed inthe lower internal side of the thicker intermediate wall 6. The fiatbottom 10 forms a seat Jr`or the release valve 11 that slides thereoverto cover and uncover the port 12 in the intermediate wall portion 6. Theintermediate portion ot rod 5 has an integral flange or collar 13, andthe outer ends oi" the rod are screw threaded to receive nuts 14, whichare drawn tightly against their respective adjacent pistons 2 and 4,piston 2 being clamped against a sleeve 15 on the rod 5, which in turnforces a piston 16 against the rod flange 13. rlhe pistons 2, 4, and 16may be provided with suitable packing or piston rings 17. Slide valve 11is recessed at 13 to receive the adjacent tongue 19 presented by thesleeve 15. Both tongue 19 and recess 18 are recessed at 20 to receive acompressed helical spring 21 that maintains slide valve 11 against itsseat 1U. Cylinders l and 3 may be provided with suitable Jfeet or lugs22, that are apertured to receive bolts 23, that secure them to asuitable support 24 in suitable space relation to one another. Chamber25. between pistons 2 and 16, communicates with the auxiliary reservoir26 of the brake system of the car by means oi a conduit 27. Chamber 6,to the left of piston 2 in the lett end ot cylinder 1, communicates withthe car branch 29 of the brake-pipeor train line 30 through a conduit31.

The means for entrapping and storing air from the brake-pipe when thepressure therein exceeds the normal service pressure com prises a volumereservoir 32, 'that is Jfed with air from the brake-pipe throughconduits 31, 33, 34, check valve 35, and conduit 36. Check valve ismaintained against its seat by a compressed helical spring 37,surrounding valve stem 33. and the pressure oi the spring 3'? may beadjusted by raising or lowering the sleeve,- 39.. externally screwthreaded to tit the tapped hele in the upper wall 40 of the valvehousing 41. i conduit 42 leads air from the volume reservoir 32 to thechamber 43 to the right of the piston 4 in the cylinder 3, and a needlevalve 44 controls the dow of air through the conduit The lowereirtremity 45 of valve 44 is of. piston formation, and operates in acylinder chamber 46. having its lower end closed by screw-threaded plugor head 4'?. The chamber 46 communicates with brake-pipe 30 through carbranch pipe 29, conduit 31 and conduit 33. rlfhe volume of reservoir 32is preferably twice the mazimum volume of expansible chamber 43. Chamber43 communicates with the atmosphere through port in the annular wall ofcylinder 3 when the piston has reached its extreme lett position asindicated in broken Lactose lines in Figure 1. Chamber 49 to the rightof piston 16 in cylinder 1 substantially confines the air therein sothat it is compressed or rarified according to the direction in whichthe piston 16 is moving and thereby cushions the moving parts againstshock. A pin hole 50 may be provided in the head 51 that closes the end8 of cylinder l, the size of the hole being such that the air escapesfrom the chamber 49 slowly enough to cushion the motor against undueshock, yet rapidly enough to minimize the elasticity of the air cushionsufficiently to prevent a recoil of the pistons. A pin hole 52 ispreferably also provided in the head 4 53 at the right of piston 4 incylinder 3 to prevent recoil by the formation of an air cushion inchamber 43.

Piston rod 5 may be operated manually by a lever 54, pivoted at 55 toany suitable support. such as a lug 56 on the head 57 of cylinder 3, andpivotally connected to rod 5 by pin 58 borne by said rod and operable ina slot 59 in the lever 54. The lower extremity of lever 54 may bepivoted at 60 to any suitable operating member 61 that eX- tends to aconvenient point within reach ot the brakeman or switchman.

rlhe brake-pipe 30, the angle cocks 62, the hose 63 and associatedparts, the air strainer 64, the car branch pipe 29, the cut-out cock 65,the triple valve 66, the pressure retaining valve 67, the auxiliaryreservoir 26, and the car brake cylinder 63 are standard and well knownparts of an automatic air brake systern. lt will, therefore, beunnecessary to describe these parts or the manner in which they operateand co-operate. lt will be understood, also, that, in the diagram, thedimensions of these parts are out of true proportion to the dimensionsof the new parts of the present invention, the former being drawn to amuch smaller scale than the latter because theirl construction is wellknown and need not be shown in detail.

lhe construction of the novel parts of the apparatus, the manner ofassembling them, and the location of their points of connection to anautomatic air brake system having been fully described, the mode ofoperation will be readily understood. When a train has been assembledand is in service, the brake pipe is normally charged with air under apressure of seventy pounds per square inch, and the movableparts of theapparatus occupy the positions shown in full lines in Figure 1, all theangle cocks 62 and the cut-oil cocks 65 being open. it now, a car bedisconnected from a train, the angle cocks 62 oi the adjoiw ing cars areclosed, the hose couplings are disconnected and the angle cocks 62 ofthe detached car are lett open. rlhe pressure in the car section of thebrake-pipe then becomes zero, causing the actuation of the triple valveto admit air from the auxiliary reservoir 26 to the brake cylinder 68and to apply the llO resinas brakes. lf, now, it is desired to permitthe car to coast or to be rolled independently of the locomotive, as inswitching, the brakes must oicourse be released. To do this, it ismerely necessary to pull rod 61 to the left, thereby shitting rod 5'andvalve l1 to the left until port 12 is completely opened to theatmosphere thereby permitting the auxiliary reservoir 26, and the brakecylinder 68 comxnunicatingn therewith to discharge into the atmospherethrough conduit 27 and chamber 25.y thereby releasing the brakes of thecar. llfhen the car is again attached to the train, and its brake-pipeagain becomes a part of the train line charged with air under a pressureot seventy pounds per square inch, the

fiston 2 is' pushed toward its extreme right y the compressed air inchamber 28 transmitted thereto from the brake-pipe through conduit 3l,the slide release valve il again covers the port l2, and permitsauxiliary reservoir 26 to be recharged through the automaticallyoperating' triple valve 66. Since the release valve il is thus closedautomatically, the brakeman need not wait at the release valve twominutes after he has opened it, as has heretofore been necessary, inorder to close lt will be observed that valves el and 35 are closed inFigure l, valve le being closed by the air pressure exerted against thebottoni of piston Ll5 in chamber 46, and valve 85 being; closed byspring 37, the pressure of which is adj usted bythe manipulation ofthreaded sleeve 39 so that it-Will oppose the lifting of the valve 'roinits seat as long; as the pressure in the brake pipe and in the 3e doesnot exceed seventy-three pounds` square inch. will, therefore, beapn-rcY t that no air from the brake-pipe can pass through the conduit42 to the chamber actuate piston 4l to open release valve the pressurein the brake-pipe enceecis seventy-three pcunds per square inch.

h f-ineer of a freight train is not perited tc raise the brake-pipepressure to' more n seventy pounds per square inch, when le train is inseri/'ice or on the read.

l'rlcuever, just prier to detaching the locoincu""h 'the intention ofletting the cars of remain standing, he may raise the essure te ninetypounds per square inch. is seventeen pounds more than is neces ccounterbalance the pressure of the of valve 35, consequently valve 35 i-s lifted until chamber 32 has l se charged with air under a pressure ofserenteen pounds square inch. Now, when the locomotive is cut oli" whilethe angle cocks (l2 the cars remain open, the brake-pipe under cars isdischarged, and the air pressure in chambers 28, 3-, and i6 is removed.whenL piston l5 drops, because of its own Weight also because of theseventeen pounds nressure on the top -face of the piston 45, therebyopening valve and permitting` the compressed air in reservoir 32 toenter chamber 43 through conduit 42, thereby moving piston l to itsextreme lett position, carrying with it rod 5 and valve l1, and openingport 12, thereby discharging the air in the brake cylinder 68 and theauxiliary reservoir 26 to the atmosphere and releasingg1 the brakesautomatically. Manifestly, the time and labor needed heretofore to openthe release valves by Vhand was considerable; and the use of theautomatic means or the present invention for opening' the release Valveoi an auxiliary reservoir materially expedites operation. Will beobserved that, When the train is running with 'the brakes in release,the pressure on both sides of the piston 2 is seventy poundsA per squareinch, While the pressure on the leit side onli7 of piston 16 is seventypounds per square inch.. 'lihe pressure of the air in chamber 25 onpistons 2 and 16 beingequal but opposite, no movement of the piston rodcan be effected by the cornpressed air in chamber 25,- the stroke towardthe right being effected bythe cumpressed air in chamber 28, while thestroke toward the left is eliccted by the compressed air in chainu ber43. lt will be understood and appreciated that, While, in the presentpractice, the brake-pipe service pressure un freight trains is seventypounds square inch, it is higher on pass-enger equipment, and thepresent venticn is not limited for use on trains hav C; a servicepressure cf seventy pcunds, but is aim i `icable to any suitableserviceprcssure that may be new in use or hereafter established, theand-storing ci the air in the reservoir 32 may be etlected by exceedingsuch service pressure,

should, alsc, understood that the ternw gsair brake,7E air brake systemthe i Wherever they cccur in the descrip 'For instance, thethrcttle-valve ci a loccm motive has a ten eucy te stick and the reflease-valve oic thr vention is characterized and is by the absence ititute therefor.

l all changes in term, arrangement, order, er use of parte, as it isevident that inany inin r changes be made therein Without de, iircin thespirit of this invention or tie cope of the tollowing claires.

4 aser,

I claim:

1. An automatic air brake system including an auxiliary reservoir and arelease valve therefor having in combination therewith an air-drivenmotor for opening said valve, a

therefor having in combination therewith anair-driven motor for openingsaid valve, a reservoir for storing the air that opens said valve, acheck valve arranged to admit air from the brake-pipe to the said lastmentioned reservoir whenv the pressure in the brake-pipe rises above itsnormal service pressure, a valve controlling the flow of air from thelast mentioned reservoir to the motor, and means operated by thepressure in the brake-pipe for closing said last mentioned valve and bythe pressure in the last mentioned reservoir 'for opening it.

3. An automatic air brake system including an auxiliary reservoir and arelease valve therefor having in combination therewith an air-drivenmotor 'for operating said valve, an air connection from the brake-pipeto the motor for operating themotor to close the valve, a reservoir forstoring the air that opens said valve, a check valve arranged to admitair 'from the brake-pipe to the said last mentioned reservoir when thepressure in the brake-pipe exceeds the normal service pressure therein,and a valve controlling the admittance ci air from the said lastmentioned reservoir to the motor Jfor operating the latter to open therelease valve, the said last mentioned motor valve having provisionswhereby is maintained closed by the pressure of the air in thebrake-pipe.

fi. n automatic air brake system including an auxiliary reservo-irhaving in combination therewith a cylinder, a pair of pistons thereinrigidly connected to move 'together and spaced provide a movable chambertherebetween, an air conduit 'from the auxiliary reservoir 'the saidchamber, a port leading 'from the said chamber to the atmosphere, avalve the chamber slidable over the port to open and close the same andoperated by said pistons, and an air conduit leading into the cylinderspace between a cylinder head and adjacent piston -for operating thelatter.

.5. An automatic he system including an auxiliary rese voir' having incombination therewitlynnder, a pair of pistons therein rigidly connectedto move together and spaced to provide a movable chamber therebetween,an air conduit from the auxiliary reservoir to the said chamber, a portleading from the said chamber to the atmosphere, a valve in the chamberslidable over the port to open and close the same and operated by saidpistons, and a conduit leading from the brake-pipe into the cylinderspace between a cylinder head and an adjacent piston for operating thelatter.

6. An automatic air brake system including an auxiliary reservoir and arelease valve therefor having in combination therewith a cylinder, apiston therein connected to said valve to close it when moving in onedirection and to open it when moving in the opposite direction, meansfor collecting and storing air from the brake-pipe when the pressuretherein exceeds the normal service pressure, and a valve operated by thedischarge of the brake-pipe for admitting air from said air storingmeans to the said cylinder for operating said piston to open the valve.

7 An automatic air brake system including an auxiliary reservoir and arelease valve therefor having in combination therewith a cylinder, apiston therein connected to said valve to close it when movingin onedirection and to open it when moving in the opposite direction, meansfor collecting and storing air from the brake pipe when the pressuretherein exceeds the normal service pressure, and a valve operated by thedischarge of the brake pipe for admitting air from said air storingmeans to the said cylinder for operating said piston to open the valve,said cylinder having an opening to the atmosphere that communicates withthe space between the piston and the cylinder head when the piston hasreached the end of its opening stroke, thereby to exhaust the air thatdrove the piston.

8. in automatic air brake system including an auxiliary reservoir and arelease valve therefor operable in opposite directions for opening andclosing the valve, respectively, a piston Jfor closing the valve, apiston for opening the valve, cylinder means which said pistons operate,a conduit leading from the brake-pipe to the space between the tirstpiston and its adjacent cylinder head 'for closing the valve, means forentrapping and storing air from the brake-pipe when the pressure thereinexceeds the normal service pressure, a. conduit leading "from saidstoring means to the space between the second piston and its adjacentcylinder head for opening .the valve, and a valve controiiingthe saidlast mentioned conduit andmaintained in closed position by the pressureof the air in the brake-pipe.

9. An automatic air brake system including an auxiliary reservoir andarelease valve liO normal service pressure and means for discharging saidentrapped air to operate said motor, said means being controlled by thedischarge of the brake pipe.

10. An automatic air brake system including an auxiliary reservoir and arelease valve therefor having in combination therewith an air-drivenmotor for opening said valve, a reservoir for storing excess pressure ofair from the brake pipe and means controlled by the pressure in thebrake pipe for discharging air into said motor.

11. An automatic air brake system including an auxiliary reservoir 'anda release valve therefor having in combination therewith an air-drivenmotor for opening said valve, a reservoir for storing the air that openssaid valve, a check valve arranged to admit air from the brake pipe tothe said last mentioned reservoir when the pressure in the brake piperises above its normal service pressure and a valve controlling the iiowof air from the last mentioned reservoir to the motor.

12. An automatic air brake system including an auxiliary reservoir and arelease valve therefor having in combmation therewith automaticmechanism for opening the valve, said mechanism having means to placesaid mechanism in a condition to be operated when the brake-pipe ischarged above its normal service pressure and means for discharging airto operate -said mechanism, said means being controlled by the dischargeof the brake-pipe.

13. An automatic air brake system including an auxiliary reservoir, arelease valve for the reservoir, and a pneumatically operated mechanismfor actuating said valve, said mechanism having means to place it incondition to be operated when the brake pipe is charged above its normalservice pressure, and means for operating said mechanism to actuate saidrelease valve, said means being controlled by the discharge of air fromthe brake pipe.

14. An automatic air brake system including an auxiliary reservoir, arelease valve for the reservoir, and a pressure operated mechanism foractuating said valve, said mechanism having means to place it incondition to be operated when the rake pipe is charged above its normalservice pressure, and means for operating said 'mechanism to actuatesaid release valve, said means being controlled by the discharge of airfrom the brake pipe.

15. An automatic air brake system including an auxiliary reservoir, arelease valve for the reservoir, and a pressure operated mechanism lforactuating said valve, said mechanism having means to place it inCondition to be operated by the storage of pressure therein when thebrake pipe is charged above its normal service pressure, and means forreleasing the pressure in said mechanism to actuate said release valve,said means being controlled by the discharge of air from the brake-pipe.

In testimony whereof I hereunto aiiix my signature.

JESSE N. WOOD.

